Hamburg Laws of Goods Carriage

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UNITED NATIONS

CONVENTION

ON THE CARRIAGE OF

GOODS BY SEA, 1978

(HAMBURG RULES)

~ \g}1~ ~ J '



This edition of the "Hamburg Rules" incorporates the

explanatory note by the UNCITRAL secretariat pre-

viously issued as NCN.9/306.





PART VI. SUPPLEMENTARY PROVISIONS .

Article 23. Contractual stipulations .

Article 24. General average .

Article 25. Other conventions .

Article 26. Unit of account .

PART VU. FINAL CLAUSES .

Article 27. Depositary .

Article 28. Signature, Ratification, Acceptance, Approval, Accession . .Article 29. Reservat ions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Article 30. Entry into force .

Article 31. Denunciation of other conventions .

Article 32. Revision and amendment .

Article 33. Revision of the limitation amounts and unit of account ormonetary unit .

Article 34. Denunciation .

COMMON UNDERSTANDINGADOPTED BY THE UNITED NATIONS

CONFERENCE ON THE CARRIAGE OF GOODS BY SEA .

EXPLANATORY NOTE BY THE UNCITRAL SECRETARIAT ON THEUNITED NATIONS CONVENTION ON THE CARRIAGE OF GOODSBY SEA, 1978 (HAMBURG) .

Introduction

A. Background to the Hamburg Rules .

1. The Hague Rules .

2. Dissatisfaction with the Hague Rules system . . . . . . . . . . . . . .3. Steps towards revising the law governing the carriage of goods

by sea .

B. Salient features of the Hamburg Rules .

1. Scope of application .2. Period of responsibility .

3. Basis of carrier's liability .

4. Deck cargo .

5 Liability for delay .6. Financial limits of liability .

7. Rights of carrier's servants and agents .

8. Loss of benefit of limits of liability .

9. Liability of the carrier and actual carrier; through carriage .

10. Liability of the shipper .

11. Transport documents .

12. Claims and actions .

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United Nations Convention

on the Carriage of Goods by Sea,

1978

PREAMBLE

THE STATES PARTIES TO THIS CONVENTION,

HAVING RECOGNIZED the desirability of determining by agreement certain

rules relating to the carriage of goods by sea,

HAVE DECIDED to conclude a convention for this purpose and have thereto

agreed as follows:

PART I. GENERAL PROVISIONS

Article 1. Definitions

In this Convention:

1. "Carrier" means any person by whom or in whose name a contractof carriage of goods by sea has been concluded with a shipper.

2. "Actual carrier" means any person to whom the performance of the

carriage of the goods, or of part of the carriage, has been entrusted by the

carrier, and includes any other person to whom such performance has been

entrusted.

3. "Shipper" means any person by whom or in whose- name or on

whose behalf a contract of carriage of goods by sea has been concluded witha carrier, or any person by whom or in whose name or on whose behalf the

goods are actually delivered to the carrier in relation to the contract ofcarriage

by sea.

4. "Consignee" means the person entitled to take delivery of the goods.

5. "Goods" includes live animals; where the goods are consolidated in a



,6. "Contract of carriage by sea" means any contract whereby the carrierundertakes against payment of freight to carry goods by sea from one port

to another; however, a contract which involves carriage by sea and also

carriage by some other means is deemed to be a contract of carriage by seafor the purposes of this Convention only in so far as it relates to the carriage

by sea.

7. "Bill of lading" means a document which evidences a contract of

carriage by sea and the taking over or loading of the goods by the carrier, andby which the carrier undertakes to deliver the goods against surrender of thedocument. A provision in the document that the goods are to be delivered to

the order of a named person, or to order, or to bearer, constitutes such an

undertaking.

8. "Writing" includes, inter alia, telegram and telex.

Article 2. Scope of application

1. The provisions of this Convention are applicable to all contracts ofcarriage by sea between two different States, if:

(a) the port of loading as provided for in the contract of carriage by sea

is located in a Contracting State, or

(b) the port of discharge as provided for in the contract of carriage bysea is located in a Contracting State, or

(c) one of the optional ports of discharge provided for in the contract ofcarriage by sea is the actual port of discharge and such port is located in aContracting State, or

(d) the bill of lading or other document evidencing the contract of car

riage by sea is issued in a Contracting State, or(e) the bill of ladi,g or other document evidencing the contract of car

riage by sea provides tlll.tthe provisions of this Convention or the legislationof any State giving effect to them are to govern the contract.

2. The provisions of this Convention are applicable without regard to the

nationality of the ship, the carrier, the actual carrier, the shipper, the consignee

or any other interested person.

3. The provisions of this Convention are not applicable to charter-parties.However, where a bill of lading is issued pursuant to a charter-party, theprovisions of the Convention apply to such a bill of lading if it governs the

relation between the carrier and the holder of the bill of lading, not being the

charterer.

4. I f a contract provides for future carriage of goods in a series of shipments during an agreed period, the provisions of this Convention apply to l-



Article 3. Interpretation of the Convention

In the interpretation and application of the provisions of this Convention

regard shall be had to its international character and to the need to promoteuniformity.

PART 11. LIABILITY OF THE CARRIER

Article 4. Period of responsibility

1. The responsibility of the carrier for the goods under this Convention

covers the period during which the carrier is in charge of the goods at theport of loading, during the carriage and at the port of discharge.

2. For the purpose of paragraph 1 of this article, the carrier is deemed to

be in charge of the goods

(a) from the time he has taken over the goods from:

(i) the shipper, or a person acting on his behalf; or

(ii) an authority or other third party to whom, pursuant to law or

regulations applicable at the port of loading, the goods must behanded over for shipment;

(b) until the time he has delivered the goods:

(i) by handing over the goods to the consignee; or

(ii) in cases where the consignee does not receive the goods from

the carrier, by placing them at the disposal of the consignee in

accordance with the contract or with the law or with the usage

of the particular trade, applicable at the port of discharge; or

(iii) by handing over the goods to an authority or other third party

to whom, pursuant to law or regulations applicable at the portof discharge, the goods must be handed over.

3. In paragraphs 1 and 2 of this article, reference to the carrier or to the

consignee means, in addition to the carrier or the consignee, the servants or

agents, respectively of the carrier or the consignee.

Article 5. Basis of liability

1. The carrier is liable for loss resulting from loss of or damage to the

goods, as well as from delay in delivery, if the occurrence which caused the

loss, damage or delay took place while the goods were in his charge as

defined in article 4, unless the carrier proves that he, his servants or agents

took all measures that could reasonably be required to avoid the occurrence

and its consequences.



the time expressly agreed upon or, in the absence of such agreement, withinthe time which it would be reasonable to require of a diligent carrier, havingregard to the circumstances of the case.

3. The person entitled to make a claim for the loss of goods may treat

the goods as lost if they have not been delivered as required by article 4within 60 consecutive days following the expiry of the time for deliveryaccording to paragraph 2 of this article.

4. (a) The carrier is liable

(i) for loss of or damage to the goods or delay in delivery caused

by fire, if the claimant proves that the fire arose from fault orneglect on the part of the carrier, his servants or agents;

(ii) for such loss, damage or delay in delivery which is proved bythe claimant to have resulted from the fault or neglect of thecarrier, his servants or agents in taking all measures that couldreasonably be required to put out the fire and avoid or mitigateits consequences.

(b) In case of fire on board the ship affecting the goods, if the claimant orthe carrier so desires, a survey in accordance with shipping practices must beheld into the cause and circumstances of the fire, and a copy of the surveyor'sreport shall be made available on demand to the carrier and the claimant.

5. With respect to live animals, the carrier is not liable for loss, damageor delay in delivery resulting from any special risks inherent in that kind of

carriage. I f the carrier proves that he has complied with any special instruc-tions given to him by the shipper respecting the animals and that, in thecircumstances of the case, the loss, damage or delay in delivery could be

attributed to such risks, it is presumed that the loss, damage or delay indelivery was so caused, unless there is proof that all or a part of the loss,damage or delay in delivery resulted from fault or neglect on the part of thecarrier, his servants or agents.

6. The carrier is not liable, except in general average, where loss, damageor delay in delivery resulted from measures to save life or from reasonablemeasures to save property at sea.

7. Where fault or neglect on the part of the carrier, his servants or agentscombines with another cause to produce loss, damage or delay in delivery, thecarrier is liable only to the extent that the loss, damage or delay in delivery isattributable to such fault or neglect, provided that the carrier proves theamount of the loss, damage or delay in delivery not attributable thereto.

Article 6. Limits of liability



amount equivalent to 835 units of account per package or other shipping unitor 2.5 units of account per kilogram of gross weight of the goods lost ordamaged, whichever is the higher.

(b) The liability of the carrier for delay in delivery according to theprovisions of article 5 is limited to an amount equivalent to two and a halftimes the freight payable for the goods delayed, but not exceeding the totalfreight payable under the contract of carriage of goods by sea.

(c) In no case shall the aggregate liability of the carrier, under bothsubparagraphs (a) and (b) of this paragraph, exceed the limitation whichwould be established under subparagraph (a) of this paragraph for total lossof the goods with respect to which such liability was incurred.

2. For the purpose of calculating which amount is the higher in accor-dance with paragraph 1 (a) of this article, the following rules apply:

(a) Where a container, pallet or similar article of transport is used toconsolidate goods, the package or other shipping units enumerated in the billof lading, if issued, or otherwise in any other document evidencing the con-tract of carriage by sea, as packed in such article of transport are deemedpackages or shipping units. Except as aforesaid the goods in such article oftransport are deemed one shipping unit.

(b) In cases where the article of transport itself has been lost or dam-aged, that article of transport, if not owned or otherwise supplied by thecarrier, is considered one separate shipping unit.

3. Unit of account means the unit of account mentioned in article 26.

4. By agreement between the carrier and the shipper, limits of liabilityexceeding those provided for in paragraph 1 may be fixed.

Article 7. Application to non-contractual claims

1. The defences and limits of liability provided for in this Conventionapply in any action against the carrier in respect of loss of or damage to thegoods covered by the contract of carriage by sea, as well as of delay in

delivery whether the action is founded in contract, in tort or otherwise.

2. I f such an action is brought against a servant or agent of the carrier,such servant or agent, if he proves that he acted within the scope of hisemployment, is entitled to avail himself of the defences and limits of liabilitywhich the carrier is entitled to invoke under this Convention.

3. Except as provided in article 8, the aggregate of the amounts re-



Article 8. Loss of right to limit responsibility

1. The carrier is not entitled to the benefit of the limitation of liability

provided for in article 6 if it is proved that the loss, damage or delay in

delivery resulted from an act or omission of the carrier done with the intentto cause such loss, damage or delay, or recklessly and with knowledge that

such loss, damage or delay would probably result.

2. Notwithstanding the provisions of paragraph 2 of article 7, a servant

or agent of the carrier is not entitled to the benefit of the limitation of liability

provided for in article 6 if it is proved that the loss, damage or delay in

delivery resulted from an act or omission of such servant or agent, done with

the intent to cause such loss, damage or delay, or recklessly and with know-ledge that such loss, damage or delay would probably result.

Article 9. Deck cargo

1. The carrier is entitled to carry the goods on deck only if such carriage

is in accordance with an agreement with the shipper or with the usage of theparticular trade or is required by statutory rules or regulations.

2. I f the carrier and the shipper have agreed that the goods shall or may

be carried on deck, the carrier must insert in the bill of lading or other

document evidencing the contract of carriage by sea a statement to that

effect. In the absence of such a statement the carrier has the burden of

proving that an agreement for carriage on deck has been entered into; how-

ever, the carrier is not entitled to invoke such an agreement against a third

party, including a consignee, who has acquired the bill of lading in good

faith.

3. Where the goods have been carried on deck contrary to the provisionsof paragraph 1 of this article or where the carrier may not under paragraph 2

of this article invoke an agreement for carriage on deck, the carrier, notwith-

standing the provisions of paragraph 1 of article 5, is liable for loss of or

damage to the goods, as well as for delay in delivery, resulting solely from

the carriage on deck, and the extent of his liability is to be determined in

accordance with the provisions of article 6 or article 8 of this Convention, as

the case may be.

4. Carriage of goods on deck contrary to express agreement for carriage

under deck is deemed to be an act or omission of the carrier within the

meaning of article 8.

Article 10. Liability of the carrier and actual carrier

1. Where the performance of the carriage or part thereof has been en-



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responsible for the entire carriage according to the provisions of this Conven-tion. The carrier is responsible, in relation to the carriage performed by the

actual carrier, for the acts and omissions of the actual carrier and of his

servants and agents acting within the scope of their employment.

2. All the provisions of this Convention governing the responsibility of

the carrier also apply to the responsibility of the actual carrier for the carriageperformed by him. The provisions of paragraphs 2 and 3 of article 7 and of

paragraph 2 of article 8 apply if an action is brought against a servant or

agent of the actual carrier.

3. Any special agreement under which the carrier assumes obligations

not imposed by this Convention or waives rights conferrred by this Conven-tion affects the actual carrier only if agreed to by him expressly and in

writing. Whether or not the actual carrier has so agreed, the carrier never-theless remains bound by the obligations or waivers resulting from such

special agreement.

4. Where and to the extent that both the carrier and the actual carrier are

liable, their liability is joint and several.

5. The aggregate of the amounts recoverable from the carrier, the actualcarrier and their servants and agents shall not exceed the limits of liability

provided for in this Convention.

6. Nothing in this article shall prejudice any right of recourse as between

the carrier and the actual carrier.

Article 11. Through carriage

1. Notwithstanding the provisions of paragraph 1 of article 10, where acontract of carriage by sea provides explicitly that a specified part of the

carriage covered by the said contract is to be performed by a named personother than the carrier, the contract may also provide that the carrier is notliable for loss, damage or delay in delivery caused by an occurrence Which,

takes place while the goods are in the charge of the actual carrier during such

part of the carriage. Nevertheless, any stipulation limiting or excluding such

liability is without effect if no judicial proceedings can be instituted against

the actual carrier in a court competent under paragraph 1 or i of article 21.

The burden of proving that any loss, damage or delay in delivery has beencaused by such an occurrence rests upon the carrier.

2. The actual carrier is responsible in accordance with the provisions of

paragraph 2 of article 10 for loss, damage or delay in delivery caused by an

occurrence which takes place while the goods are in his charge.

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PART Ill. LIABILITY OF THE SHIPPER

Article 12. General rulecl

The shipper is not liable for loss sustained by the carrier or the actual

carrier, or for damage sustained by the ship, unless such loss or damage wascaused by the fault or neglect of the shipper, his servants or agents. Nor is

any servant or agent of the shipper liable for such loss or damage unless the

loss or damage was caused by fault or neglect on his part.

Article 13. Special rules on dangerous goods

1. The shipper must mark or lable in a suitable manner dangerous goods

as dangerous.

2. Where the shipper hands over dangerous goods to the carrier or an

actual carrier, as the case may be, the shipper must inform him of the dan

gerous character of the goods and, if necessary, of the precautions to betaken. If the shipper fails to do so and such carrier or actual carrier does not

otherwise have knowledge of their dangerous character:

(a) the shipper is liable to the carrier and any actual carrier for the loss

resulting from the shipment of such goods, and

(b) the goods may at any time be unloaded, destroyed or rendered in

nocuous, as the circumstances may require, without payment of compensation.

3. The provisions of paragraph 2 of this article may not be invoked byany person if during the carriage he has taken the goods in his charge with

knowledge of their dangerous character.

4. If, in cases where the provisions of paragraph 2, subparagraph (b), of

this article do not apply or may not be invoked, dangerous goods become an

actual danger to life or property, they may be unloaded, destroyed or ren

dered innocuous, as the circumstances may require, without payment of com

pensation except where there is an obligation to contribute in general averageor where the carrier is liable in accordance with the provisions of article 5.

PART IV. TRANSPORT DOCUMENTS

Article 14. Issue of bill of lading

1. When the carrier or the actual carrier takes the goods in his charge, the

carrier must, on demand of the shipper, issue to the shipper a bill of lading.~ . ~ - - _ . _ ..-

2. The bill of lading may be signed by a person having authority from +--_ _the carrier. A bill of lading signed by the master of the ship carrying the

goods is deemed to have been signed on behalf of the carrier.

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3. The signature on the bill of lading may be in handwriting, printed infacsimile, perforated, stamped, in symbols, or made by any other mechanicalor electronic means, if not inconsistent with the law of the country where the

bill of lading is issued.

Article 15. Contents of bill of lading

1. The bill of lading must include, inter alia, the following particulars:

(a) the general nature of the goods, the leading marks necessary for

identification of the goods, an express statement, if applicable, as to thedangerous character of the goods, the number of packages or pieces, and theweight of the goods or their quantity otherwise expressed, all such particulars

as furnished by the shipper;

(b) the apparent condition of the goods;(c) the name and principal place of business of the carrier;

(d) the name of the shipper;

(e) the consignee if named by the shipper;

if) the port of loading under the contract of carriage by sea and the dateon which the goods were taken over by the carrier at the port of loading;

(g) the port of discharge under the contract of carriage by sea;

(h) the number of originals of the bill of lading, if more than one;

(i) the place of issuance of the bill of lading;

(j ) the signature of the carrier or a person acting on his behalf;

(k) the freight to the extent payable by the consignee or other indication

that freight is payable by him;

(l) the statement referred to in paragraph 3 of article 23;

(m) the statement, if applicable, that the goods shall or may be carried ondeck;

(n) the date or the period-of delivery of the goods at the port of discharge

if expressly agreed upon between the parties; and

(0) any increased limit or limits of liability where agreed in accordance

with paragraph 4 of article 6.

2. After the 'goods have been loaded on board, if the shipper so demands,the carrier must issue to the shipper a "shipped" bill of lading which, in

addition to the particulars required under paragraph 1 of this article, muststate that the goods are on board a named ship or ships, and the date or dates

of loading. I f the carrier has previously issued to the shipper a bill of lading

or other document of title with respect to any of such goods, on request ofthe carrier the shipper must surrender such document in exchange for a

"shipped" bill of lading. The carrier may amend any previously issued docu

ment in order to meet the shipper's demand for a "shipped" bill of lading if,

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weight and quantity as furnished by him for insertion in the bill of lading.

The shipper must indemnify the carrier against the loss resulting from inac-

curacies in such particulars. The shipper remains liable even if the bill of

lading has been transferred by him. The right of the carrier to such indemnity

in no way limits his liability under the contract of carriage by sea to any

person other than the shipper.

2. Any letter of guarantee or agreement by which the shipper undertakes

to indemnify the carrier against loss resulting from the issuance of the bill oflading by the carrier, or by a person acting on his behalf, without entering

a reservation relating to particulars furnished by the shipper for insertion in

the bill of lading, or to the apparent condition of the goods, is void and of

no effect as against any third party, including a consignee, to whom the bill

of lading has been transferred.

3. Such letter of guarantee or agreement is valid as against the shipper

unless the carrier or the person acting on his behalf, by omitting the reser-

vation referred to in paragraph 2 of this article, intends to defraud a third

party, including a consignee, who acts in reliance on the description of thegoods in the bill of lading. In the latter case, if the reservation omitted relates

to particulars furnished by the shipper for insertion in the bill of lading, the

carrier has no right of indemnity from the shipper pursuant to paragraph 1 of

this article.

4. In the case of intended fraud referred to in paragraph 3 of this article,the carrier is liable, without the benefit of the limitation of liability provided

for in this Convention, for the loss incurred by a third party, including a

consignee, because he has acted in reliance on the description of the goods

in the bill of lading.

Article 18. Documents other than bills of lading

i Where a carrier issues a document other than a bill of lading to evidence

the receipt of the goods to be carried, such a document is prima facie evi-

dence of the conclusion of the contract of carriage by sea and the taking overby the carrier of the goods as therein described.

PART V. CLAIMS AND ACTIONS

Article 19. Notice of loss, damage or delay

1. Unless notice of loss or damage, specifying the general nature of such

loss or damage, is given in writing by the consignee to the carrier not later

than the working day after the day when the goods were handed over to theconsignee, such handing over is prima facie evidence of the delivery by the

carrier of the goods as described in the document of transport or, if no such

document has been issued, in good condition.

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2. Where the loss or damage is not apparent, the provisions of paragraph 1 of this article apply correspondingly if notice in writing is not given

within 15 consecutive days after the day when the goods were handed over

to the consignee.

3. I f the state of the goods at the time they were handed over to theconsignee has been the subject of a joint surveyor inspection by the parties,

notice in writing need not be given of loss or damage ascertained during such

surveyor inspection.

4. In the case of any actual or apprehended loss or damage, the carrier

and the consignee must give all reasonable facilities to each other for inspecting and tallying the goods.

5. No compensation shall be payable for loss resulting from delay indelivery unless a notice has been given in writing to the carrier within

60 consecutive days after the day when the goods were handed over to theconsignee.

6. I f the goods have been delivered by an actual carrier, any notice givenunder this article to him shall have the same effect as if it had been given to

the carrier, and any notice given to the carrier shall have effect as if given

to such actual carrier.

7. Unless notice of loss or damage, specifying the general nature of theloss or damage, is given in writing by the carrier or actual carrier to theshipper not later than 90 consecutive days after the occurrence of such lossor damage or after the delivery of the goods in accordance with paragraph 2

of article 4, whichever is later, the failure to give such notice is prima facieevidence that the carrier or the actual carrier has sustained no loss or damagedue to the fault or neglect of the shipper, his servants or agents.

8. For the purpose of this article, notice given to a person acting on the

carrier's or the actual carrier's behalf, including the master or the officer in

charge of the ship, or to a person acting on the shipper's behalf is deemed

to have been given to the carrier, to the actual carrier or to the shipper,

respectively.

Article 20. Limitation of actions

1. Any action relating to carriage of goods under this Convention is

time-barred if judicial or arbitral proceedings have not been instituted within

a period of two years.

2. The limitation period commences on the day on which the carrier hasdelivered the goods or part thereof or, in cases where no goods have been

delivered, on the last day on which the goods should have been delivered.

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3. The day on which the limitation period commences is not included inthe period.

4. The person against whom a claim is made may at any time during therunning of the limitation period extend that period by a declaration in writing

to the claimant. This period may be further extended by another declarationor declarations.

5. An action for indemnity by a person held liable may be instituted evenafter the expiration of the limitation period provided for in the precedingparagraphs if instituted within the time allowed by the law of the State whereproceedings are instituted. However, the time allowed shall not be less than90 days commencing from the day when the person instituting such actionfor indemnity has settled the claim or has been served with process in theaction against himself.

Article 21. Jurisdiction

1. In judicial proceedings relating to carriage of goods under this Convention the plaintiff, at his option, may institute an action in a court whichaccording to the law of the State where the court is situated, is competent andwithin the jurisdiction of which is situated one of the following places:

(a) the principal place of business or, in the absence thereof, the habitualresidence of the defendant; or

(b) the place where the contract was made, provided that the defendanthas there a place of business, branch or agency through which the contractwas made; or

(c) the port of loading or the port of discharge; or

(d) any additional place designated for that purpose in the contract ofcarriage by sea.

2. (a) Notwithstanding the preceding provisions of this article, an ac-tion may be instituted in the courts of any port or place in a Contracting State

at which the carrying vessel or any other vessel of the same ownership mayhave been arrested in accordance with applicable rules of the law of that

State and of international law. However, in such a case, at the petition of thedefendant, the claimant must remove the action, at his choice, to one of thejurisdictions referred to in paragraph 1 of this article for the determination of

the claim, but before such removal the defendant must furnish securitysufficient to ensure payment of any judgement that may subsequently beawarded to the claimant in the action.

(b) All questions relating to the sufficiency or otherwise of the security

shall be determined by the court of the port or place of the arrest.

3. No judicial proceedings relating to carriage of goods under this Convention may be instituted in a place not specified in paragraph 1 or 2 of this

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article. The provisions of this paragraph do not constitute an obstacle to thejurisdiction of the Contracting States for provisional or protective measures.

4. (a) Where an action has been instituted in a court competent underparagraph I or 2 of this article or where judgement has been delivered by

such a court, no new action may be started between the same parties on thesame grounds unless the judgement of the court before which the first actionwas instituted is not enforceable in the country in which the new proceedingsare instituted;

(b) For the purpose of this article, the institution of measures with a view

to obtaining enforcement of a judgement is not to be considered as thestarting of a new action;

(c) For the purpose of this article, the removal of an action to a differentcourt within the same country, or to a court in another country, in accordance

with paragraph 2 (a) of this article, is not to be considered as the starting ofa new action.

5. Notwithstanding the provisions of the preceding paragraphs, an agreement made by the parties, after a claim under the contract of carriage by seahas arisen, which designates the place where the claimant may institute anaction, is effective.

Article 22. Arbitration

1. Subject to the provisions of this article, parties may provide by agreement evidenced in writing that any dispute that may arise relating to carriageof goods under this Convention shall be referred to arbitration.

2. Where a charter-party contains a provision that disputes arising thereunder shall be referred to arbitration and a bill of lading issued pursuant tothe charter-party does not contain a special annotation providing that suchprovision shall be binding upon the holder of the bill of lading, the carriermay not invoke such provision as against a holder having acquired the billof lading in good faith.

3. The arbitration proceedings shall, at the option of the claimant, beinstituted at one of the following places:

(a) a place in a State within whose territory is situated:

(i) the principal place of business of the defendant or, in the absence thereof, the habitual residence of the defendant; or

(ii) the place where the contract was made, provided that the de- i.~ ~ fendant has there a place of business, branch or agency throughwhich the contract was made; or

(Hi) the port of loading or the port of discharge; or

(b) any place designated for that purpose in the arbitration clause or

agreement.

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4. The arbitrator or arbitration tribunal shall apply the rules of this Convention.

5. The provisions of paragraphs 3 and 4 of this article are deemed to bepart of every arbitration clause or agreement, and any term of such clause or

agreement which is inconsistent therewith is null and void.

6. Nothing in this article affects the validity of an agreement relating toarbitration made by the parties after the claim under the contract of carriageby sea has arisen.

PART VI. SUPPLEMENTARY PROVISIONS

Article 23. Contractual stipulations

1. Any stipulation in a contract of carriage by sea, in a bill of lading, orin any other document evidencing the contract of carriage by sea is null andvoid to the extent that it derogates, directly or indirectly, from the provisionsof this Convention. The nullity of such a stipulation does not affect thevalidity of the other provisions of the contract or document ofwhich it formsa part. A clause assigning benefit of insurance of goods in favour of thecarrier, or any similar clause, is null and void.

2. Notwithstanding the provisions of paragraph 1 of this article, a carriermay increase his responsibilities and obligations under this Convention.

3. Where a bill of lading or any other document evidencing the contractof carriage by sea is issued, it must contain a statement that the carriage issubject to the provisions of this Convention which nullify any stipulationderogating therefrom to the detriment of the shipper or the consignee.

4. Where the claimant in respect of the goods has incurred loss as a resultof a stipulation which is null and void by virtue of the present article, or asa result of the omission of the statement referred to in paragraph 3 of thisarticle, the carrier must pay compensation to the extent required in order to

give the claimant compensation in accordance with the provisions of thisConvention for any loss of or damage to the goods as well as for delay indelivery. The carrier must, in addition, pay compensation for costs incurredby the claimant for the purpose of exercising his right, provided that costsincurred in the action where the foregoing provision is invoked are to be'determined in accordance with the law of the State where proceedings are

instituted.

Article 24. General average

1. Nothing in this Convention shall prevent the application of provisionsin the contract of carriage by sea or national law regarding the adjustment ofgeneral average.

15

- . _ - - - - - - - _ . _ - - - - - - - - - - - - - - - - ' - ~ ~



2. With the exception of article 20, the provisions of this Convention

relating to the liability of the carrier for loss of or damage to the goods also

determine whether the consignee may refuse contribution in general average

and the liability of the carrier to indemnify the consignee in respect of any

such contribution made or any salvage paid.

Article 25. Other conventions

1. This Convention does not modify the rights or duties of the carrier, the

actual carrier and their servants and agents provided for in international

conventions or national law relating to the limitation of liability of owners of

seagoing ships.

2. The provisions of articles 21 and 22 of this Convention do not prevent

the application of the mandatory provisions of any other multilateral conven-

tion already in force at the date of this Convention relating to matters dealtwith in the said articles, provided that the dispute arises exclusively between

parties having their principal place of business in States members of such

other convention. However, this paragraph does not affect the application of

paragraph 4 of article 22 of this Convention.

3. No liability shall arise under the provisions of this Convention for

damage caused by a nuclear incident if the operator of a nuclear installation

is liable for such damage:

(a) under either the Paris Convention of 29 July 1960 on Third PartyLiability in the Field of Nuclear Energy as amended by the Additional Pro-

tocol of 28 January 1964, or the Vienna Convention of 21 May 1963 on CivilLiability for Nuclear Damage, or

(b) by virtue of national law governing the liability for such damage,

provided that such law is in all respects as favourable to persons who maysuffer damage as is either the Paris Convention or the Vienna Convention.

4. No liability shall arise under the provisions of this Convention for any

loss of or damage to or delay in delivery of luggage for which the carrier is

responsible under any international convention or national law relating to thecarriage of passengers and their luggage by sea.

5. Nothing contained in this Convention prevents a Contracting State

from applying any other international convention which is already in force

at the date of this Convention and which applies mandatorily to contracts of

carriage of goods primarily by a mode of transport other than transport by

sea. This provision also applies to any subsequent revision or amendment of

such international convention.

Article 26. Unit of account

1. The unit of account referred to in article 6 of this Convention is the

special drawing right as defined by the International Monetary Fund. The

16



amounts mentioned in article 6 are to be converted into the national currencyof a State according to the value of such currency at the date of judgementor the date agreed upon by the parties. The value of a national currency, in

terms of the special drawing right, of a Contracting State which is a memberof the International Monetary Fund is to be calculated in accordance with the

method of valuation applied by the International Monetary Fund in effect atthe date in question for its operations and transactions. The value of a national currency, in terms of the special drawing right, of a Contracting Statewhich is not a member of the International Monetary Fund is to be calculated

in a manner determined by that State.

2. Nevertheless, those States which are not members of the InternationalMonetary Fund and whose law does not permit the application of the provisions of paragraph 1 of this article may, at the time of signature, or at the

time of ratification, acceptance, approval or accession or at any time thereafter, declare that the limits of liability provided for in this Convention to beapplied in their territories shall be fixed as 12,500 monetary units per package or other shipping unit or 37.5 monetary units per kilogram of grossweight of the goods.

3. The monetary unit referred to in paragraph 2 of this article corresponds to sixty-five and a half milligrams of gold of millesimal fineness ninehundred. The conversion of the amounts referred to in paragraph 2 into thenational currency is to be made according to the law of the State concerned.

4. The calculation mentioned in the last sentence of paragraph 1 and theconversion mentioned in paragraph 3 of this article is to be made in such amanner as to express in the national currency of the Contracting State as faras possible the same real value for the amounts in article 6 as is expressedthere in units of account. Contracting States must communicate to the depositary the manner of calculation pursuant to paragraph I of this article, or theresult of the conversion mentioned in paragraph 3 of this article, as the casemay be, at the time of signature or when depositing their instruments of ratification, acceptance, approval or accession, or when availing themselves of the

option provided for in paragraph 2 of this article and whenever there is achange in the manner of such calculation or in the result of such conversion.

PART VII. FINAL CLAUSES

Article 27. Depositary

The Secretary-General of the United Nations is hereby designated as thedepositary of this Convention.

Article 28. Signature, Ratification, Acceptance, Approval, Accession

1. This Convention is open for signature by all States until 30 April 1979at the Headquarters of the United Nations, New York.

17



-i-,,,

I-f

2. This Convention is subject to ratification, acceptance or approval bythe signatory States.

3. After 30 April 1979, this Convention will be open for accession by allStates which are not signatory States.

4. Instruments of ratification, acceptance, approval and accession are tobe deposited with the Secretary-General of the United Nations.

Article 29. Reservations

No reservations may be made to this Convention.

Article 30. Entry into force

1. This Convention enters into force on the first day of the month following the expiration of one year from the date of deposit of the twentiethinstrument of ratification, acceptance, approval or accession.

, -

iI

I

. .]

IJ

2. For each State which becomes a Contracting State to this Conventionafter the date of the deposit of the twentieth instrument of ratification, acceptance, approval or accession, this Conventionenters into force on the first dayof the month following the expiration of one year after the deposit of theappropriate instrument on behalf of that State.

3. Each Contracting State shall apply the provisions of this Convention i ~ - - - to contracts of carriage by sea concluded on or after the date of the entry intoforce of this Convention in respect of that State. -----------------

Article 31. Denunciation of other conventions

1. Upon becoming a Contracting State to this Convention, any StateParty to the International Convention for the Unification of certain Rules

relating to Bills of Lading signed at Brussels on 25 August 1924 (1924Convention) must notify the Government of Belgium as the depositary of the1924 Convention of its denunciation of the said Convention with a declaration that the denunciation is to take effect as from the date when this Convention enters into force in respect of that State.

2. Upon the entry into force of this Convention under paragraph 1 ofarticle 30, the depositary of this Convention must notify the Government of c - - - ~ _Belgium as the depositary of the 1924Convention of the date of such entryinto force, and of the names of the Contracting States in respect of which the

Convention has entered into force.

3. The provisions of paragraphs 1 and 2 of this article apply correspondingly in respect of States Parties to the Protocol signed on 23 February

18



1968 to amend the International Convention for the Unification of certainRules relating to Bills of Lading signed at Brussels on 25 August 1924.

4. Notwithstanding article 2 of this Convention, for the purposes of para

graph 1 of this article, a Contracting State may, if it deems it desirable, defer

the denunciation of the 1924 Convention and of the 1924 Convention asmodified by the 1968 Protocol for a maximum period of five years from theentry into force of this Convention. It will then notify the Government of

Belgium of its intention. During this transitory period, it must apply to the

Contracting States this Convention to the exclusion of any other one.

Article 32. Revision and amendment

1. At the request of not less than one third of the Contracting States tothis Convention, the depositary shall convene a conference of the ContractingStates for revising or amending it.

2. Any instrument of ratification, acceptance, approval or accession depo

sited after the entry into force of an amendment to this Convention is deemedto apply to the Convention as amended.

Article 33. Revision of the limitation amounts

and unit of account or monetary unit

1. Notwithstanding the provisions of article 32, a conference only for thepurpose of altering the amount specified in article 6 and paragraph 2 of

article 26, or of substituting either or both of the units defined in paragraphs

1 and 3 of article 26 by other units is to be convened by the depositary inaccordance with paragraph 2 of this article. An alteration of the amounts

shall be made only because of a significant change in their real value.

2. A revision conference is to be convened by the depositary when notless than one fourth of the Contracting States so request.

3. Any decision by the conference must be taken by a two-thirds majority

of the participating States. The amendment is communicated by the depositary to all the Contracting States for acceptance and to all the States signatories of the Convention for information.

4. Any amendment adopted enters into force on the first day of themonth following one year after its acceptance by two thirds of the Contracting States. Acceptance is to be effected by the deposit of a formal instrument

to that effect with the depositary.

5. After entry into force of an amendment a Contracting State which has

accepted the amendment is entitled to apply the Convention as amended inits relations with Contracting States which have not within six months after

the adoption of the amendment notified the depositary that they are not

bound by the amendment.

19



,

.

6. Any instrument of ratification, acceptance, approval or accession de

posited after the entry into force of an amendment to this Convention is

deemed to apply to the Convention as amended.

Article 34. Denunciation

1. A Contracting State may denounce this Convention at any time bymeans of a notification in writing addressed to the depositary.

2. The denunciation takes effect on the first day of the month following

the expiration of one year after the notification is received by the depositary.

Where a longer period is specified in the notification, the denunciation takes

effect upon the expiration of such longer period after the notification is

received by the depositary.,

DONE AT Hamburg, this thirty-first day of March one thousand nine hundred and seventy-eight, in a single original, of which the Arabic, Chinese,

English, French, Russian and Spanish texts are equally authentic..

IN WITNESS WHEREOF the undersigned plenipotentiaries, being duly autho

rized by their respective Governments, have signed the present Convention.

Common understanding adopted by theUnited Nations Conference on the

Carriage of Goods by Sea

It is the common understanding that the liability of the carrier under thisConvention is based on the principle of presumed fault or neglect. This

means that, as a rule, the burden of proof rests on the carrier but, with respectto certain cases, the provisions of the Convention modify this rule.

20



Explanatory note by the UNCITRAL secretariaton the United Nations Convention on the

Carriage of Goods by Sea, 1978 (Hamburg)*

INTRODUCTION

1. The United Nations Convention on the Carriage of Goods by Sea, 1978 (Hamburg) (hereinafter referred to as the "Hamburg Rules") was adopted on 31 March1978 by a diplomatic conference convened by the General Assembly of the United

Nations at Hamburg, Federal Republic of Germany. The Convention is based upona draft prepared by the United Nations Commission on International Trade Law(UNCITRAL). ;'

2. The Hamburg Rules establish a uniform legal regime governing the rights andobligations of spippers, carriers and consignees under a contract of carriage of goodsby sea. Their central focus is the liability of a carrier for loss of and damage to thegoods and for delay in delivery. They also deal with the liability of the shipper forloss sustained by the carrier and for damage to the ship, as well as certain responsibilities and liabilities of the shipper in respect of dangerous goods. Other provisions of the Hamburg Rules deal with transport documents issued by the carrier,

including bills of lading and non-negotiable transport documents, and with limitationof actions, jurisdiction and arbitral proceedings under the Convention.

3. The Convention entered into force on 1 November 1992 for the followingtwenty States: Barbados, Botswana, Burkina Faso, Chile, Egypt, Guinea, Hungary,Kenya, Lebanon, Lesotho, Malawi, Morocco, Nigeria, Romania, Senegal, SierraLeone, Tunisia, Uganda, United Republic of Tanzania, and Zambia. As of 1 August1994, an additional two States, Austria and Cameroon, had become party to theConvention.

A. BACKGROUND TO THE HAMBURG RULES

1. The Hague Rules

4. The Hamburg Rules are the result of a movement to establish a modem anduniform international legal regime to govern the carriage of goods by sea. For manyyears, a large proportion of the carriage of goods by sea has been governed by alegal regime centred around the International Convention relating to the Unificationof Certain Rules relating to Bills of Lading, adopted on 25 August 1924 at Brussels,otherwise known as the "Hague Rules".

*This note has been prepared by the secretariat of the United Nations Commission onInternational Trade Law (UNCITRAL) for informational purposes only; it is not an officialcommentary on the Convention. ,

21



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1

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5. The Hague Rules establish a mandatory legal regime governing the liability of

a carrier for loss of or damage to goods carried under a bill of lading. They cover

the period from the time the goods are loaded onto the ship until the time they aredischarged. According to their provisions, the carrier is liable for loss or damageresulting from his failure to exercise due diligence to make the ship seaworthy, to

properly man, equip and supply the ship or to make its storage areas fit and safe forthe carriage of goods.However, the Hague Rules contain a long list of circumstances .that exempt the carrier from this liability. Perhaps the most significant of theseexemptions frees the carrier from liability if the loss or damage arises from the faultynavigation or management of the ship.

6. The Hague Rules have been amended twice since their adoption, first in 1968(by means of a protocol hereinafter referred to as the "Visby Protocol") and againin 1979 (by means of a protocol hereinafter referred to as the "1979 AdditionalProtocol"). These amendmentsdeal mainly with the financial limits of liability underthe Hague Rules. They do not alter the basic liability regime of the Hague Rules orthe allocation of risks effected by it.

2. Dissatisfaction with the Hague Rules system

7. There emerged over the course of time increasing dissatisfaction with the Hague

Rules system. This dissatisfaction was based in part upon the perception that theoverall allocation of responsibilities and risks achieved by the Hague Rules, whichheavily favoured carriers at the expense of shippers, was inequitable. Several provisions of the Hague Rules were regarded as ambiguous and uncertain, which wassaid to result in higher transportation costs and to add further to the risks borne byshippers. The dissatisfaction with the Hague Rules was also based upon the perception that developments in conditions, technologies and practices relating to shippinghad rendered inappropriate many features of the Hague Rules that may have beenappropriate in 1924.

3. Steps towards revising the law governingthe carriage of goods by sea

8. The question of revising the law governing the carriage of goods by sea wasfirst raised by the delegation of Chile at the first session of UNCITRAL in 1968.

Shortly afterwards, the General Assembly recommended that UNCITRAL shouldconsider including the question among the priority topics in its programme of work.UNCITRAL did so at its second session in 1969.

9. At about the same time, the law relating to bills of lading and the carriage of

goods by sea had come under study within a working group of the United NationsConference on Trade and Development (UNCTAD). The Working Group concludedthat the rules and practices concerning bills of lading, including those contained inthe Hague Rules and the Hague Rules as amended by the Visby Protocol, should be

examined and, where appropriate, revised and amplified and that a new international

convention should be prepared. The objective of that work would be to remove theexisting uncertainties and ambiguities in the existing law and to establish a balancedallocation of responsibilities and risks between cargo interests and the carriers. TheWorking Group recommended that the work be undertaken by UNCITRAL. In1971, UNCITRAL decided to proceed accordingly.

22

I--

I1

l - - - - - ~L. _



10. By 1976, UNCITRAL had finalized and approved the text of a draft Convention on the Carriage of Goods by Sea. Thereafter, the General Assembly convenedthe diplomatic conference at Hamburg, which adopted the Hamburg Rules in 1978.

B. SALIENT FEATURES OF THE HAMBURG RULES

1. Scope of application

11. In order to achieve international uniformity in the law relating to the carriage

of goods by sea, the Hamburg Rules have been given a relatively wide scope ofapplication-substantially wider than that of the Hague Rules. The Hamburg Rulesare applicable to all contracts for the carriage of goods by sea between two differentStates if, according to the contract, either the port of loading or the port of dischargeis located in a Contracting State, if the goods are discharged at an optional port ofdischarge stipulated in the contract and that port is located in a Contracting State,

or if the bill of lading or other document evidencing the contract is issued in aContracting State. In addition to those cases, the Hamburg Rules apply if the bill oflading or other document evidencing the contract of carriage provides that the rules

are to apply. The application of the Rules does not depend upon the nationality of

the ship, the carrier, the shipper, the consignee or any other interested person.

12. The Hamburg Rules do not apply to charter-parties. However, they apply tobills of lading issued pursuant to charter-parties if the bill of lading governs therelation between the carrier and a holder of the bill of lading who is not the charterer.

13. Unlike the Hague Rules, which apply only when a bill of lading is issued by

the carrier, the Hamburg Rules govern the rights and obligations of the parties to acontract of carriage regardless of whether or not a bill of lading has been issued.This is becoming increasingly important as more and more goods are carried undernon-negotiable transport documents, rather than under bills of lading.

2. Period of responsibility

14. The Hague Rules cover only the period from the time the goods are loadedonto the ship until the time they are discharged from it. They do not cover loss ordamage occurring while the goods are in the custody of the carrier prior to loading

or after discharge.

15. In modem shipping practice carriers often take and retain custody of goods inport before and after the actual sea carriage. It has been estimated that most loss anddamage to goods occurs while the goods are in port. In order to ensure that such lossor damage is the responsibility of the party who is in control of the goods andthereby best able to guard against that loss or damage, the Hamburg Rules apply tothe entire period the carrier is in charge of the goods at the port of loading, duringthe carriage and at the port of discharge.

3. Basis of carrier's liability

16. The basis of the carrier's liability under the Hague Rules system was one of

the principal concerns of the movement for reform that eventually resulted in the

23



I - IHamburg Rules. While the Hague Rules provide that the carrier is liable for loss or

damage resulting from his failure to exercise due diligence to make the ship seaworthy, to properly man, equip and supply the ship or to make its storage areas fit

and safe for the carriage of goods, a long list of circumstances exempts the carrierfrom this liability.These provisions are based uponexemption clauses that commonly

appeared in bills of lading when the Hague Rules were adopted in the early 1920's.Perhaps the most significant of these exemptions frees the carrier from liability if theloss or damage arises from the faulty navigation or management of the ship, the so

called "nautical fault" exception. As a result of these exemptions, the shipper bearsa heavy portion of the risk of loss of or damage to his goods.

17. The original justifications for this liability scheme, and in particular the nautical fault exception, were the inability of the shipowner to communicate with andexercise effective control over his vessel and crew during long voyages at sea, andthe traditional concept of an ocean voyage as a joint adventure of the carrier and theowner of the goods. However, subsequent developments in communications and thereduction of voyage times have rendered those justifications obsolete. The liabilityscheme has no parallel in the law governing other modes of transport. Moreover, itis viewed as contrary both to the general legal concept that one should be liable topay compensation for loss or damage caused by his fault or that of his servants or

agents, and to the economic concept that loss should fall upon the party who is ina position to take steps to avoid it.

18. The Hamburg Rules effect a more balanced and equitable allocation of risksand responsibilities between carriers and shippers. Liability is based on the principle

of presumed fault or neglect. That is, the carrier is liable if the occurrence that

caused the loss, damage or delay took place while the goods were in his charge, andhe may escape liability only if he proves that he, his servants or agents took all

'c- _

measures that could reasonably be required to avoid the occurrence and its conse-quences. This principle replaces the itemization of the carrier's obligations and thelong list of his exemptions from liability under the Hague Rules, and eliminates theexemption from liability for loss or damage caused by the faulty navigation ormanagement of the ship. The liability of the carrier under the Hamburg Rules corresponds with the liability imposed upon carriers under international conventionsgoverning carriage of goods by other modes of transport, such as road and rail.

4. Deck cargo

19. Sea cargo carried on deck was traditionally subject to high risk of loss ordamage from the elements or other causes. For this reason the Hague Rules do not

"-----.---

cover goods carried on deck by agreement of the parties, permitting the carrier to

disclaim all liability for such cargo. However, developments in transport and pack

aging techniques, and in particular containerization, have made it possible for cargo .

to be carried on deck with relative safety. It is common for containers to be stored 1"------

on deck in modem container ships.

20. The Hamburg Rules take these developments into account. Firstly, they ex-+------

pressly permit the carrier to carry goods on deck not only if the shipper so agrees,but also when such carriage is in accordance with the usage of the particular trade - ' ------

or if it is required by law. Secondly, they hold the carrier liable on the basis of

presumed fault or neglect for loss, damage or delay in respect of goods that he is

24



permitted to carry on deck. I f he carries goods on deck without being permitted todo so, he is made liable for loss, damage or delay resulting solely from the carriage

on deck, without being able to exclude that liability by proving that reasonablemeasures were taken to avoid the loss, damage or delay.

5. Liability for delay

21. Historically, sea voyages were subject to innumerable uncontrollable hazards,which frequently resulted in delays and deviations. Because of this unpredictability,the Hague Rules do not cover the liability of the carrier for delay in delivery.However, as a result of modem shipping technology, the proper charting of theoceans and sophisticated and efficient methods of navigation, voyages have becomeless subject to delays and more predictable. Shippers have come to rely upon andexpect compliance with undertakings by carriers to deliver the goods within a specified period of time. Thus, the Hamburg Rules govern the liability of the carrier for

delay in delivery in the same manner as liability for loss of or damage to the goods,i.e., in accordance with the principle of presumed fault or neglect.

6. Financial limits of liability

22. The Hamburg Rules limit the liability of the carrier for loss of or damage tothe goods to an amount equal to 835 units of account per package or other shippingunit, or 2.5 units of account per kilogram of gross weight of the goods lost ordamaged, whichever is the higher. The carrier and the shipper can agree to limitshigher than those, but not to lower limits.

23. The unit of account is the Special Drawing Right (SDR) as defined by theInternational Monetary Fund (IMF). The Rules set forth detailed provisions as to themanner in which the limits expressed in units of account are to be converted intonational currencies with special provisions for certain States that are not membersof the IMF. The limits of liability under the Hamburg Rules are 25 per cent higherthan those established under the 1979Additional Protocol, which also uses the SDRas the unit of account. In the Hague Rules and the Visby Protocol the limits of

liability are expressed in units of account based upon a certain quantity of gold.Because national currencies no longer have fixed values in relation to gold, thevalues of those limits in national currencies vary.

24. The Hamburg Rules maintain the dual per package/per kilogram system established in the Visby Protocol. The purpose of this system is to take account of thefact that the value/weight ratios of goods carried by sea differ markedly. Sea cargoranges from cargo such as bulk commodities, which have a low value relative totheir weight, to cargo such as complex heavy machinery, which has a much highervalue/weight ratio.

25. Under the dual system, the relatively low limit of 2.5 units of account perkilogram would apply to unpackaged commodities carried in bulk, while the higherper-package limit would apply to items carried in packages or other shipping units.The break-even point is 334 kilograms: if a package or shipping unit is under thatweight, the per-package limit would apply; above that weight, the per-kilogram limitwould apply. For the purpose of calculating the limits of liability, the packages or

25



shipping units contained in a container are deemed to be those enumerated in the bill

of lading or other transport document evidencing the contract of carriage.

26. The liability of the carrier for delay in delivering the goods is limited to

2.5 times the freight payable for the goods delayed, but not exceeding the total

freight payable under the contract of carriage.

27. The Hamburg Rules contain an expedited procedure for revising the limits of

liability in the event of a significant change in the real value of the limits resulting,

for example, from inflation.

7. Rights of carrier's servants and agents

28. I f a servant or agent of the carrier proves that he acted within the scope of his

employment, he is entitled to avail himself of the defences and limits of liability thatthe carrier is entitled to invoke under the Hamburg Rules.

8. Loss of benefit of limits of liability

29. A carrier loses the benefit of the limits of liability if it is proved that the loss,

damage or delay resulted from an act or omission of the carrier done with intent tocause the loss, damage or delay, or recklessly and with knowledge that the loss,

damage or delay would probably result. A servant or agent of the carrier loses thebenefit of the limits of liability in the event of such conduct on his part.

9. Liability of the carrier and actual carrier;through carriage

30. A carrier may enter into a contract of carriage by sea with a shipper but entrustthe carriage, or a part of it, to another carrier. The contracting carrier in such cases

often includes in the bill of lading a clause that exempts him from liability for loss

or damage attributable to the actual carrier. Shippers face difficulties in legalsystems that uphold those exemption clauses because they have to seek compensa-

tion from the actual carrier; that carrier might be unknown to the shipper, might haveeffectively restricted or excluded his liability or might not be subject to suit by the

shipper in an appropriate jurisdiction. The Hague Rules do not deal with the liabilityof the actual carrier.

3 I. The Hamburg Rules balance the interests of shippers and carriers in suchcases. They enable the contracting carrier to exempt himself from liability for loss,

damage or delay attributable to an actual carrier only if the contract of carriage+--- - - - - - -

specifies the part of carriage entrusted to the actual carrier and names the actual

carrier. Moreover, the exemption is effective only if the shipper can institute judicialor arbitral proceedings against the actual carrier in one of the jurisdictions set forth ~ - ~ - - - - - - - in the Hamburg Rules. Otherwise, the contracting carrier is liable for loss, damage

or delay in respect of the goods throughout the voyage, including loss, damage or ~ - - delay attributable to the actual carrier. Where the contracting carrier and the actual

carrier are both liable, their liability is joint and several.

26



10. Liability of the shipper

32. Under the Hamburg Rules a shipper is liable for loss sustained by the carrieror the actual carrier, or for damage sustained by the ship, only if the loss or damagewas caused by the fault or neglect of the shipper, his servants or agents.

33. Particular obligations are imposed upon the shipper with respect to dangerousgoods. He is obligated to mark or label the goods in a suitable manner and, wherehe hands over dangerous goods to a carrier, he must inform the carrier of theirdangerous character and, if necessary, of the precautions to be taken. Failure to meetthese obligations could, in particular cases, entitle the carrier to be compensated forloss suffered from the shipment of the goods. The carrier may be entitled to disposeof dangerous goods or render them innocuous without compensating the shipper ifthe shipper fails to meet his obligations with respect to the goods, or if the goodsbecome an actual danger to life or property.

11. Transport documents

(a) Bills of lading

34. Under both the Hague Rules and the Hamburg Rules, the carrier must issue abill of lading if the shipper requests one. However, the Hamburg Rules take intoaccount modem techniques of documentation by providing that a signature on a billof lading not only may be handwritten but also may be made by any mechanical orelectronic means, if not inconsistent with the law of the country where the bill oflading is issued.

35. The Hamburg Rules itemize the types of information required to be set forthin the bill of lading. Among other things, these include the general nature of thegoods, the number of packages or pieces, their weight or quantity, and their apparentcondition. The itemization is more extensive than that under the Hague Rules, sincethe additional information is needed in order to implement the liability regime of theHamburg Rules, which is more comprehensive than that of the Hague Rules.

36. Under the Hamburg Rules the absence of one of the required particulars doesnot affect the legal character of the document as a bill of lading. This resolves aquestion which is not dealt with in the Hague Rules and which has been resolvedin disparate ways in national legal systems.

37. Under the Hamburg Rules as well as the Hague Rules, the information set forthin the billof lading is primafacie evidence of the taking over or loading by the carrierof the goods as so described. The Hamburg Rules and the Visby Protocol furtherprovide that the description of the goods is conclusive in favour of a third-partytransferee 0 f the bill of lading who in good faith has acted in reliance on the

description. The Hamburg Rules provide that if the carrier did not note the apparentcondition of the goods on the bill of lading, they are deemed to have been in apparentgood condition. This, too, resolves a question that is uncertain under theHague Rules.

38. If the carrier knows or reasonably suspects that information in the bill oflading concerning the general nature of the goods, the number of packages or pieces,

or their weight or quantity, is not accurate, or if he had no reasonable means of

27



checking that information, he may, under the Hamburg Rules, insert in the bill of

lading a reservation specifying the inaccuracies, grounds of suspicion or the absence

of reasonable means of checking. The prima facie or conclusive evidentiary effect

of the bill of lading is not applicable in respect of such information. These provi

sions are more explicit than comparable provisions of the Hague Rules.

39. Sometimes, a shipper asks the carrier to issue a "clean" bill of lading (i.e.,

without inserting a reservation) even though the carrier may have grounds to question

the accuracy of information supplied by the shipper for insertion in the bill of lading

or may have no reasonable means of checking the information, or may have dis

covered defects in the condition of the goods. In return, the shipper agrees to indem

nify the carrier against loss suffered by him as a result of issuing the bil l of lading

without a reservation. The Hamburg Rules provide that such an agreement is valid as

against the shipper, unless the carrier intends to defraud a third party who relies on

the description of the goods in the bill of lading. However, the agreement has no

effect as against a third-party transferee of the bill of lading, including a consignee.

(h) Other transport documents

40. There is a growing practice in maritime transport for carriers to issue non

negotiable transport documents, such as sea waybills, rather than bills of lading.

Although non-negotiable documents have been used.in certain trades for some time,

the use of such documents is spreading to other trades. Non-negotiable documents

avoid certain problems that have arisen in connection with the use of bills of lading,

such as the arrival of the goods at their destination before the bill of lading reaches

the consignee.

41. The Hamburg Rules accommodate these developments firstly, by applying to

contracts for carriage of goods by sea regardless of whether or not a bill of lading

is issued, and secondly, by providing that a transport document issued by the carrier,

which is not a bill of lading, is nevertheless prima facie evidence of the conclusion

of the contract of carriage by sea and of the taking over of the goods by the carrier

as described in the document.

42. Since the Hague Rules apply only when a bill of lading has been issued, they

do not deal with other types of transport documents.

12. Claims and actions

43. The Hamburg Rules contain provisions governing judicial as well as arbitral

proceedings brought under the Rules. They expressly permit the parties to agree to

submit their disputes under the Convention to arbitration. This is important because

some legal systems preclude the settlement by arbitration of disputes relating to the

carriage of goods by sea. Arbitration has become recognized as an effective means

of resolving such disputes; thus the Hamburg Rules contain provisions to settle

questions such as limitation of actions and jurisdiction in connection with arbitra

tion. The Hague Rules do not provide for arbitration.

(a) Limitation of actions

44-. A claim under the Hamburg Rules must be brought in judicial or arbitral

proceedings within a two-year limitation period. The period may be extended by the

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party against whom the claim is made. Under the Hague Rules suit must be brought

within one year. The Hamburg Rules further provide that a party held liable under

the Hamburg Rules has an additional period of time after the expiration of the two

year period to institute an action for indemnity against another party who may be

liable to him. Comparable provisions are not contained in the Hague Rules, but were

added by the Visby Protocol.

(b) Jurisdiction

45. The Hamburg Rules require judicial or arbitral proceedings to be brought in

one of the places specified in the Rules. The specified places are broad enough to

meet the practical needs of the claimant. These include the following: the principalplace of business or habitual residence of the defendant; the place where the contract

of carriage was made, if made through the defendant's place of business, branch oragency there; the port of loading; the port of discharge; any other place designatedin the contract of carriage or arbitration agreement. Judicial proceedings may also

be instituted in a place where a vessel of the owner of the carrying vessel has beenvalidly arrested, subject to the right of the defendant to have the action removed to

one of the places mentioned in the preceding sentence. Notwithstanding those options, if, after a claim has arisen, the parties by agreement designate a place where

the claimant may institute judicial proceedings, the proceedings must be institutedin that place; the same is true with respect to an agreement as to the place of arbitral

proceedings, if the agreement is otherwise valid. The Hague Rules do not containprovisions with respect to jurisdiction.

13. Selected provisions

46. The Hamburg Rules are mandatory in the sense that the parties to a contractof carriage by sea may not by agreement reduce the carrier's responsibilities and

obligations under the Rules. However, those responsibilities and obligations may beincreased.

47. Other provisions of the Hamburg Rules pertain to the relationship between theRules and the law of general average and other international conventions. Uponbecoming a party to the Hamburg Rules, a State that is a party to the Hague Rulesor the Hague Rules as amended by the Visby Protocol must denounce them. Under

certain conditions the denunciation may be deferred for a period of up to five years.

C. UNIFORMITY OF LAW

48. The Hamburg Rules offer the potential of achieving greater uniformity in the

law relating to the carriage of goods by sea than do the Hague Rules. Firstly, sincethe Hague Rules apply only when a bill of lading is issued, the significant and

growing portion of maritime transport in which bills of lading are not issued is notcovered by them. Secondly, even when the Hague Rules do apply, many aspects of

the rights and obligations of the parties to a contract of carriage are not dealt with.

A question or issue that is not covered by the Hague Rules will be resolved by rulesof national law, which often produce disparate solutions, or by clauses in bills of

lading, which may unfairly favour one of the parties and which may be given effect

to differing degrees in national legal systems.

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49. The Hamburg Rules, by comparison, deal much more comprehensively with

the rights and obligations of the parties to a contract of carriage. Inorder to achievetheir potential for uniformity of law in this area, they must be adhered to by States

worldwide.